Automatic safety signaling and braking device for trains.



J. F. McCOY. AUTOMATIC SAFETY SIGNALING AND BRAKING DEVICE FOR TRAINS.

APPLICATION FILED OCT- I. I9I4- 1,215,952. Patented Feb. 13, 1917.

4 SHEETS-SHEET I.

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J. F. MCCOY- AUTONIATIC SAFETY SIGNALING AND BRAKING DEVICE FOR TRAINS.

- APPLICATION FILED OCT- I, I9I4. 1,215,952. Patented Feb. 13,1917.

4 SHEETS-SHEET 2.

- J. F. IVIcCOY. AUTOMATIC SAFETY SIGNALING AND BRAKING DEVICE FOR TRAINS.

APPLICATION FILED OCT. I. I914. 1,215,952. Patented Feb. 13,1917.

4 SHEETSSHEET 3.

A TTOR/VEYS G W/T/VESSES J. F. MCCOY. AUTOMATIC SAFETY SIGNALING AND BRAKING DEVICE F 0R mms. APPLICATION FILED OCT-1| 1914- 1215352. Patented Feb. 13, 1917.

4 SHEETSSHEET 4.

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Joint MCCOY, OF BRGOKLYN, NEW YORK; MARY McCOY ADMINISTRATBIX or SAID JOHN F. lvrcoon'nnonnsnn.

AUTOMATIC SAFETY SIGNALING AND BRAKING DEVICE FOR TRAINS.

Specification of Letters Patent.

Patented Feb. 13, 191?.

Application filed October 1, 1914. Serial N 0. 864,403.

To all whom it may concern Be it known that 1, JOHN F. MoGoY, a citizen of the United States, and a resident of the city of New York, borough of Brooklyn, in the county of Kings and State of New York, have invented a new and Improved Automatic Safety Signaling and Braking Device for Trains, of which the or in conjunction with the usual semaphore or other track signals constituting the it] iome si 'naling apparatus is adapted to cooperate with a valve throwing or actuating mechanism carried by the locomotive or train to open an auxiliary train pipe for relieving portions of the mechanism of train line pressure so as to causethe actuatingof the throttle lever for cutting off the steam supplyand applying the brakes in the event the engineer or trainman should attempt to pass, a danger signal; the throttle lever actuatin mechanism constituting a pneumatic device operable without Wasting the train line pressure and capable of control so as to regulate the setting or application of the brakes, whereby unnecessary jar is eliminated, while provision is made for the disengagement of the locking mechanism of the lever successively preceding the throwing of the throttle lever for cutting off the supply of steam to the cylinders, while at the same time preventing injury to the engineer when the lever is so shifted without warning.

The invention further comprehends the provision of a braking mechanism of the character specified which when operated by a trip connected with each semaphore or signaling device will'necessitate' the engineer getting out of his cab and setting the trip device so as to close the auxiliary train line pipe in order to release the brakes and permit continued travel of the train, thereby preventing the engineer from rendering the device inoperative when once actuated, from the throttle lever or brake valve or mechanism associated with the air brake system, and rendering the mechanism tamper-proof, positive in operation and eilicient in use.

With the above and other objects in view, the invention resides in the peculiar combination and arrangement of parts to be hereinafter more fully described, illustrated and claimed, it being also an object to provide a device which is simple in construction, durable and eflicient in operation and not likely to get out of working order.

Reference is to be had to the accompanying drawings forming a part of this specification, in which similar characters of reference indicate corresponding parts in all the views, and in which- Figure 1 is a side elevation of a locomotive in phantom and partly broken away, with my improved automatic safety signaling and braking device applied thereto as associated with the usual air brake system;

Fig. 2 is a top view illustrating the application of the appliance;

Fig. 3 is an enlarged side elevation partly broken away of a valve throwing or operating device suspended from a locomotive and adapted for engagement with a trip;

Fig. 4 is a front elevation of the structure shown in Fig. 3;

Fig. 5 is a plan view thereof with the sill of the locomotive omitted;

Fig. 6 is a sectional view taken on the line l111 of Fig. 3;

Fig. 7 is an enlarged vertical sectional view of the relief valve employed on the auxiliary train line pipe;

Fig. 8 is an enlarged vertical sectional view of the pneumatically actuated mechanism for throwing the throttle lever, the same being in a retracted position and illustrated in connection with the lever;

Fig. 9 is a sectional view taken on the line 14-44: of Fig. 8;

Fig. 10 is a sectional view taken on the line 1515 of Fig. 8 and showing the throttle lever in plan before being shifted or thrown;

Fig. 11 is a sectional view line 1616 of Fig. 10.

p in illustrating the application of the improved automatic safety signaling and braking device, a locomotive 1 is shown, the same being equipped with the usual or any standard air brake system including the usual pump 2, exhaust pipe 3, main resertaken on the voirs 4C having communication with the pump and with the train pipe 5 containing air under train line pressure and extending forward to the usual flexible couplingfi at the pilot of the locomotive. The pump is in communication, with the engineers brake valve 7 which leads to the train line pipe 8 having a flexible coupling 9 including the usual form of anglecock for coupling the same to the train line pipe leading from the tender of the locomotive. The system further includes an equalizing reservoir 10 which, together with the train line pipe 8 beneath the cab and leading from the brake valve 7, has communication with the usual triple valve 11, driver-brake reservoir 12 and truck brake reservoir 13 associated with the main reservoirs and controlled in the usual manner. The brake shoes operating on the drive wheels are actuated from the driver-brake cylinders 14: which are coupled to the train pipe leading from the brake valve, while the usual signal pipe is indicated by the numeral l5and extends forward to the pilot to be coupled in the usual manner and controlled by a stopcock 16.

The improvement constituting the invention comprises a pneumatically actuated device 17 having operative connectionswith the throttle 181 61 18 for throwing the latter andcutting off the supplyof steam to the operating cylinders of the locomotive. For this purpose an auxiliary train pipe or exhaust 19 is run along the side ofthe'boiler and then downwardly beneath and inwardly of the engine cylinders and beneath the sill 20 where it is provided with an exhaust valve 21 supported by or suspended from the sill to be operated by a valve throwin device 22 to be hereinafter more fully and specifically described. The exhaust pipe 19 is tapped into a lead or supply pipe 23 which has operative connection with the pneumatically operated device 17 Between said device and the train pipe 8 leading to the tender and cars of the train, a cut-off 24 is mounted in the lead or supply pipe 23, whereby the said lead or supply pipe as well as the auxiliary train pipe or exhaust 19 may be supplied with air under train line pressure or entirely out off therefrom so that during the operation of the device, as will be later described, wasting of the train line pressure will be prevented when the device is actuated for throwing the throttle lever, the conservation of such pres sure obviating the necessity of renewing the whole pressure before permitting the'train to proceed.

Opposing the air supply under pressure through the lead or supply pipe 23, the mechanism of the pneumatically operated device 17 for throwing the throttle lever is constantly supplied with air under train line pressure through a lead or supply pipe 25, the same .being out into or connected with theauxiliary train line pipe or exhaust 19 between the train line pipe 8 and the cutoff 24; and controlled independently of the train line pipe 5 extending forwardly to the pilot. 'lEhetrain-line pipe 5 is in direct communication with the pipe 8 which ex.- tends to the tender and is directly controlled from the engineers brake valve 7 in the usual manne rffor admitting'air under pressure to apply the brakes or to release thesame. i

The throttle valve is indicated by the numeral 26 is connected to the throttle lever 18' by a rod 27, the throttle lever moving horizontally in the cab in rearof the I boiler through which the rod 27 is passed by means of a piston packing 28. .IThe.

throttle lever is vertically pivoted'for 1 0 izontalmovement upon a toggle bracket 29,

the fulcrum of the lever being indicated by thenumeral 30, while the lever is in turn pivoted to a notched Esegmei'itiSl having oppositely extendingsockets 32 and 33 receiving and having removable 'or'pin connectidn with the rod 27 and 'a plunger 34, respectively. The pivotal connection be twe'en ithe throttle lever 18 and the segment 31 is indicatedby the numeral 35,.it being thus observed that when the throttle lever is'jshift'ed to'operate the throttle valve for admitting steamto'or cutting off the same from the cylinders, the lever .will move on its fulcrum30 and thereby shift the segment together with the rod and plunger 1 while the lever moves with'respect to the notched edge of the segment.

The lever carries a latch mechanism consisting of a handle 36 pivoted to the lever and connected by a rod 37 to a locking apertured bracket 43, and engaged on the rod between the bracket'and the end portion the coupling is an eXPi nsible coiled spring a l'normally tending to hold the notched locking block in engaging position and necessitating that'the block together with'the coupling, be.shifted against the actionthereof in order to permit the lever to be thrown. The segment is provided with laterally projecting angular guides 45 indicated as one form of means block ort dog 38, notched to cooperate with r for slidably connecting a shifting and looking plate 46 thereto near each end, the plate being shown as a substantially I-shaped member and being retained at a spaced distance from the notched segment by grooves 47 in the guides. The throw lever 18 thus operates between the segment 31 and the plate 46 and has formed with its locking block or dog 38, a locking projection 48 which is also slidably engaged with the lever as by means of pins 49 carried by the lever and passing into slots 50 in the block and projection which may, as illustrated, be formed into a single casting. The plate 46 is provided with a recess or notch 51 in its curved free edge so that when the throttle lever is thrown to close the throttle valve, or in a reverse position to that shown in Fig. 10 of the drawings, the projection 48 will drop into the recess simultaneously with the engagement of the locking block or dog with the notches of the segment, due to the shifting of the plate with respect to the segment, in a manner to be hereinafter more fully described.

The pneumatically operated device 17 for operating or throwing the throttle lever after having disengaged the latch mecha nism, comprises a suitable casting forming a cylinder 52 with valve casings 53 and 54 integral therewith or mounted thereon, the casting being supported upon a bracket 55 in rear of the throttle lever or otherwise properly arranged and supported in accordance with the particular type of locomotive to which the mechanism is aflixed, it being understood that the device is one of general application to all classes of locomotives as now constructed. Single plates 56 and 57 are provided to form the cylinder heads of the cylinder 52 and the end-of the valve casings 53 and 54, the parts being suitably connected as shown at 58. Slidably mounted in the cylinder 52 is a piston 59 having a hollow piston rod 60 threaded or otherwise detachably connected thereto as shown at 61, and said hollow piston rod operates through a bearing 62 and is connected by means of an angular arm 63 with a bell crank lever 64 pivotally carried from the connection 35 and having an inclined arouate slot 65 engaging a pin 66 projecting from the face of the plate 46 in such a manner that when the piston 59 is moved forward it will move the plate to disengage the locking dog and projection and permit movement of the lever without interference. During this movement the coupling member 40 will operate through a strap member 67 carried by the lever and the spring will be compressed against the bracket 43 while the rod 37 remains stationary and therefore does not move the latch handle on its pivot so that injury to the engineer, should he have his hand on the throttle lever, is prevented.

Also working or slidably mounted in the cylinder 52 is an outer piston 68, both of said pistons having proper packing rings to afford an air tight connection with the interior face of the cylinder and the piston 68 having a flange 69 and concussion plugs 69 serving to space the pistons apart in the same or at their rearward limit or retracted as shown in Fig. 8, the pistons being regulated by regulation or control of the air pressure. The piston 68 is mounted on a reduced tapered portion 70, the plunger 34 coupled to the socket 33 as heretofore described and the plunger is provided with a reduced portion 71 operating through the attaching end of the hollow piston rod 60. The plunger 34 is threaded as shown at 72 for the engagement of a nut 73 thereon to secure the piston 68 on the tapered portion of the plunger against the shoulder 74 and the plunger is extended beyond the plate 56 by operation throiwh a bearing 75 therein. The extended end 0 the plunger is hollowed out as shown at 76, the passage or bore thus provided communicating with the space be tween the pistons by lateral branches 77 for a purpose to be hereinafter more particularly specified.

The plate 56 is provided with an ex teriorly threaded flange 78 projecting therefrom concentric to the center of the cylinder 52 around the extended end of the plunger 34 so as to receive the enlarged end portion 79 of a bypass casing 80 in the form of a tube having a closed outer end with a bypass 81 leading from the space between said casing and the hollow extension of the plunger 34 through the enlargement and laterally to communicate with a passage 82 meeting therewith and extending through the plate 56 or head of the cylinder 52 and then horizontally to communicate with the interior of the valve casing 54 through a port 83. The by-pass casing 80 is suitably attached to the plate or cylinder head 56, as by means of a flanged nut 84 engaged on the eXteriorly threaded flange 78 and overlying the enlargement 79 to retain the latter in air-tight connection with said plate, whereby a continuous passage is established through the port 83, passage 82, by-pass 81, the space between the casing 80 and the hollow portion of the plunger 34, then through the bore 76 of the plunger and finally through the branch outlets 77 to the space between the pistons 59 and 68. The throw of the lever 18 is very slight at the point of pivotal connection of the lever with the segment and thus with the sockets connecting the same to the hollow piston rod 60 and the plunger 34, and in order to return the pistons to the rearward positions or to retract the same, an eXpansible coiled spring 85 is mounted on extensions'of the piston head or plate 57 and the piston 59, said spring also surrounding the hollow piston rod 60 and the plunger 3- 1 disposed therethrough, thus providing means to hold the lever in a position with the throttle valve open. The spring is made relatively weak so as to permit manual operation of the throttle lever, openings 85 being provided to prevent the compression of air in back of the pistons or the formation oi a. vacuum.

The lead or supply pipe 23 is provided with branches 86 and 87 communicating with the interior of the valve casings 53 and 54:, respectively, while the lead or supply pipe is provided with branches 8S and 89 correspondingly communicating with the interior of the valve casings 53 and 5a: respectively. These casings are mounted upon the cylinder 52, as is more clearly shown in Fig. 8 of the drawings, so that the intermediate wall 90 is provided for accommodating the ports and passages including the passage 82 which extends into the end plate 01. cylinder head 50, and the port 83 heretofore described. Communication is esta lished between the main reservoir and the interior or" the valve casing 5 1- by a pipe 91 which is illustrated in Fig. 1 of the drawings as connected to the lead of the engineers brake valve, the connection of the pipe 91 with the casing 54 being to one side of its longitudinal center, while an air exhaust port 92 is provided in said casing nearer its other end. The passage 82 com-- municates through the port 83, consisting of a transverse recess in the interior wall of the casing 5 1 and at the bottom thereof, with the interior of said valve casing about midway of its length. widened toward one end, as shown at 93, and intermediately is provided with a partition 9 1 dividing the port so that communication is established through one end thereof opposite to the widened portion which has communication wit-h the passage 82, with the space between the cylinder head or plate 56 and the piston (38, by means of a passage 95 extending through the wall 90 to one side of the passage 82 and directed angularly for communication with said space in contra-distinction to the communication of the passage 82 between the pistons, as heretofore described.

Leading from the valve casing 53 is a port or duct 96 which has communication with a passage 97 establishing communication with the train pipe through a pipe 97 so as to maintain the same constantly under train line pressure. Slidable in the casings 53 and 54 are tandem valves 98 and 98. These valves are of similar construction and corn prise a pair of valve disks 99 and 99, 100

This port 88 is of the same diameter while the disks 101 and .101 are of larger diameter and operate in enlarged portions 105 of the valve casings limited by shoulders 100 produced by said enlarged portions with the smaller portions, while all of said disks are provided with suitable packing rings 10? forming airtight 1 connection with the interior walls of the casings. A safety blow-out valve 108 is car ried by the valve casing 53 at a point adjacent to the disk 100 and between the disks 99 and 100, while communication is established between the. space beyond the disk 101 or between said disk and the adjacent end of the casing 53, through a bleed duct 109 and through the port 96 with the space between the disks 100 and 101 and also with the pipe 97 through the passage 97 as indicated by the dot and dash lines in Fig. 10 of the drawings to maintain the parts under train line pressure. V

The pipe 97 is tapped into the train line pipe 5, communicating with the pipe 8 leading therefrom and is preferably of larger size than the leads or supply pipes 23 and 25, so as to constantly supply air under pressure from the train pipe to the space between the disks 100 and 101 and thereby act to balance said disks and due to their exposed'portions facing each other, being of the same size, no tendency will be exerted to force the valves'at either end ofthe valve casing. However, as air is supplied through the pipes or loads 23 and 25 under equal pressures, the air entering the valve casings from the pipe 23 through the branches 86 and 87, will due to the disks 101 and 101 being larger than the disks 99 and 99, overcome the action of the air pressure acting against the latter disks by entering the easings through the branches 88 and 89, thus holding the valves to the extreme left in lfigs. 8 and 10 of the drawings.

in order to dispose the valves in these positions, the cut-off 241 is open to admit air to the lead or supply pipe 23 under the same pressure that exhausts into pipe 25 and when the disks 101 and 101 have engaged the shoulders 106 the cut-oil is closed, but such air under pressure will have been admitted to the auxiliary train pipe or exhaust 19 and while the valve 21 is closed, the same pressure will be maintained in the pipe 23 to retain the valves 98 and 98 in the positions set forth. The cut-off 24 is then closed so as to cut oil communication of the pipes 19 and 23 with the train line pipe supplied with air from the main reservoir, so that while the valves 98 and 98 are in the positions named, the air under pressure in the pipe 91 will be discharged between the disks 99 and 100 and since equal pressure will be exerted against both, this will have no tend ency to shift the valve 98 as a whole and the escape of such air under pressure beyond the disks 99 and 100 is prevented. The air under pressure from the train line pipe 5 discharged through the pipe 97 and passage 97, will also be discharged through the port 96 and between the disks 100 and 101, so as to similarly serve to exert similar pressures against these disks and therefore not act to shift the valve 98 as a whole. A slight quantity of this air, however, will escape through the port 96 and through thebleed duct 109 to the interior of the valve casing 53 and into the enlarged portion thereof beyond the disk 101 and thereby serve to compensate for any leakage in the pipes 25 and 23,-aS0 that the valves 98 and 98 will be maintained in the position stated when the brakes are unapplied and the throttle lever is in the posi tion shown in Fig. 10, with the throttle valve open to admit steam to the cylinders. However, as previously stated, by manually disengaging the locking dog or pawl 38 from the segmental rack 81, the throttle lever may be shifted against the action of the spring 85 to close the throttle valve and cut off the supply of steam to the cylinders without interfering with the positions of the valves, as for instance when the engine is not driving or is drifting and precaution is taken in the usual way to open the cylinders to permit a free exhaust, as for instance by the use of any well known type of drifting valve.

While the valves 98 and 98 are held in the positions specified, the safety blow-out valve or exhaust 108 will be positioned adjacent to the disk 100 and between it and the disk 99, so as to be entirely cut off from the air pressure supplied to the casing 53 and in this manner, a reduction of air in the train line pipes 5 and 8 will be prevented, due to any escape through the pipe 97, since the quantity of air which will escape through the bleed duct 109 would be very slight and will not serve to reduce the air pressure to any appreciable degree or to any amount that will not be readily overcome by the action of the air pumps, which normally maintain the air under predetermined pressures. I-Ieretofore it was com mon to maintain the train line pressure at pounds per square inch, whereas at present on high-powered locomotives, a pressure of pounds per square inch is usually maintained and the same pressure is similarly advanced from pounds per square inch to pounds per square inch and up to 205 pounds per square inch, but the present invention is equally applicable to either type of locomotive with slight modifications in the parts as may be found necessary.

In order to apply the brakes and out off the throttle valve, it is necessary to reduce the pressure acting on the disks 101 and 101 and since the cut-off 24 closes the communication from the train line with the pipes 19 and 23, it is necessary to reduce said air pressure from the exhaust pipe 19 by opening the valve 21 and maintaining said valve in an open position. In operation, the effect of reducing the pressure in the pipe 19 by exhausting the air therefrom, would result in a corresponding reduction of the pressure in the pipe 23 and from behind the disks 101 and 101, so that the excessive air pressure acting against the disks 99 and 99 will serve to shift the valves 98 and 98 in the opposite directions and cause the disk 101 to move beyond the end of the bleed duct 109, which communicates with the enlar ed portion or here of the casing 53, so that any air discharged therethrough will pass between the disks 100 and 101 and exert a slight tendency to hold the valve 98 shif ed to the right hand extreme. The air entering through the pipe 97 from the train line pipes 5 and 8 controlling the application of the brakes of the cars of the train will be discharged through the port 96 and will escape through the exhaust or blow-out valve 108, due to the movement of the disk 100 beyond the port 96 when the valve 98 is shifted in the manner described, the port 96 and the exhaust 108 both communicating with the space between the disks 99 and 100, as will be readily apparent. The eifect of this is to apply the brakes, but in order to simultaneously operate the throttle lever to cut off the throttle valve, the excessive air pressure acting against the disk 99, will similarly shift the valve 98 to the extreme right, so that whereas the pipe 91 establishing communication between the main reservoir and the interior of the valve casing 54 in front of the disk 100 communicated with the casing between the disks 99 and 100 and in such a manner that the disk 100 separated this pipe from the port 88 to cut off communication of the latter with the air supply under pressure and permitted the free exhaust of the air between the disks 100 and 101 through the exhaust port 92,

the disk 100 will have been shifted beyond or to uncover the port 88 and establish communication between it and the supply pipe 91. In shifting in this manner the valve 98 as a whole, the intermediate disk 100 will first uncover the widened portion 93 of the port 83 to one side of the partition 94 and thereby admit air through the passage 82, by-pass 81, into the casing 80 and then through the hollowed out end 76 of the plunger 34: and finally through the lateral branches 77 to the space between the pistons 59 and 68. Due to the fact that these pistons are held normally spaced apart, the air under pressure will act to shift the piston 59 against the hollow piston rod 60 by reason of its communication with the bell crank lever 6% to swing the latter on the pivot 35 and shift the plate 16 by reason of the pin and slot connection of the lever or shifting cam 64rwith the plate 16, so that the locking dog or block 38 will be disengaged from the segmental rack by the movement of the projection 18 under the action of the shifting plate. After the latching or locking device of the lever is thus released, the disk 100" will have moved beyond the port 83 to admit the air under pressure through the narrow portion thereof at the opposite side of the partition to discharge air under pressure through the passage 95 and into the cylinder 52 in front of the piston 68 and thereby cause it to be shifted behind the piston 59, a small interval of time after the piston 59 has been shifted. The shoulder produced by the reduced portion 71 of the plunger 34: engaging the corresponding shoulder produced by reducing the bore of the hollow piston rod 60, where the portion 71 operates therethrough at its attaching part with the piston 59, serves to limit the initial movement of the piston 59, independent of the piston 68 and after the piston 68 is shifted it will contact with the piston 59 and the two will move simultaneously against the action of the spring 85, so that the locking device of the lever having been disengaged, the lever will swing on its pivot to the opposite limit from that shown in Fig. 10 of the drawings, so as to close the throttle valve. The lever, however, may be operated so as to dispose it in this position or any intermediate position normally against the action of the spring 85 without disturbing the positions of the valves 98 and .98 and furthermore should the lever be shifted as described while the engineer is grasping the throttle lever and latch handle 36, the-lever may be shifted without moving the handle, so that injury to the operators hands will not occur.

The range of movement of the plate 46 on the segmental rack 31, when the former is shifted by movement of the piston 59, rod

60 and bell crank lever or slotted cam 64-, is sufficient to disengage or unseat the looking dog or block 3.8 from the teeth of the rack and the throw of the handle 36 is also sufficient to unseat said dog to permit manual operation of the throttle valve by the lever 18, but when the dog is unseated pneu-. matically and the lever thrown, the dog will engage the rack teeth and the projection 48 will drop into the notch 51. Since the plate 46 has been shifted, the throw of the handle 36 will be insufficient to unseat the projection from the notch,,so that the lever cannot be thrown to operate the throttle valve for starting the engine. Furthermore, the lever cannot be operated against the air pressure acting on the pistons 59 and 68 and thus the device must be reset by closing the valve 21 and opening the valve 2% to admit air under pressure equally at the ends of the valves 98 and 98, thus moving these valves and the pistons 59 and 68 to their initial or normal positions, assisted by the spring 85. The absolute necessity of the engineer or trainman getting out of his cab or train and on to the ground to start the locomotive or train is thus made imperative and the device thereby rendered fool-proof, reliable and positive in operation. 7

When the valve 21 is closed, this being necessitated in order to permit continued travel of the train, the cut-off 24 is opened in order to permit air under pressure to move the valves 98 and 98 to their initial positions.

This is due to the fact that the blow-off valve 108 is designed to prevent the escape of air at and below the pressure of 45 pounds per square 1nch, so that the pressure within the train pipes is conserved and when the valves 98 and 98 are returned totheir initial positions by opening the cut-off 2 1 after the valve 21 has been closed, the air behind the .pistons 59 and 68 will escape to the atmosphere through the exhaust port 92 which communicates with the space behind the disks '100 and 101 when the valve 98 as a whole is shifted to the left to cut off communication between the pipe or lead 91 with the port 83. The widened portion 93 of the port 83 is increased in widthfor a considerable portion of its length, so that the air will rush through the port and passage 82 and positively insure shifting of the piston 59 to release the locking mechanism of the throttle lever prior to the throwing of the lever.

As heretofore described, the valve 21 is supported beneath the sill 20, thelocation and manner of supporting the valve depending upon the particular type of'locomotive or car to which the device is applied. As shown, the valve embodies a casing having an attaching flange 111, which is bolted to the sill asv shown at 112 and the valve has an internally threaded attaching portion 113 for communication with the auxiliary train pipe or exhaust 19, which as heretofore stated, extends to the forward part of the locomotive or particular type of rolling stock, as is clearly shown in Figs; 1 and 2 Cir -opening,.a seat 117 inent b valve 118. This valve is provided with a hollow stem 119 having an integral piston 120 movably mounted within the casing in a hollow space having a dome-like top as shown more particularly in 7 of the drawings. RQIHOYSbl) secured in the bottom of the casing as by threading the same into an extension thereof, a. shown at 121, is a plug having a guide for the stern or a valve 125.

The stem above the valve proper operates through the hollow stem 1 the valve s provi led with a plurality spiders 126 fillllllg a bearing against the bore of too i llow stein, while the valv 125 is held seated against the lower end of tae valve 118 in a seat rorrned by the the top d bottom faces of the oiston 120 i and'the valve '18 respectively, so as to preair around stern and above the piston t unseat the valv 118 a 1d thus normally to prevent the exhaust or or the purpose heretof o Journaied horlzontally benea h the sill 20 1s a cam shaft the ends of the sil and suitably bolted to the latter. as SllOfv'l at 129. to be susoended from 1 shown in Figs. 3 and 1 of the drawings. l he shaft extends through the valve casing inally en aging the upper end of the stem 12%, sothat the rotation of tie sh: ft in erate to depress the valve 125 and permit the "t air into the casing above the piston 1520, so that the air pressure acting thereon W111 unseat the valve 118 downsition to permit continued exhaust or escape of the air un'der pressure through the outlet 19 and 93 to accomplish the operation herelnbefore described.

bore of the stern which communicates with vent the escape of escape o1, 1o 1 127 which has hearings in hangers near the bottom of tie sill, as is more clearly 110 and carries adouble-point earn 130 noreither direc ion for a slight degree, will opdischarge 0;

wardly and hold this valve in an open pc- 114 to reduce the air pressure in the pipes Mounted at each end of the shaft 127 is an engaging device for cooperation with atrlpplng means for turning the shaft and applying the brakes as described, which engaging member comprises a valve-throwing device as heretofore described, in the form of an angular frame with oppositely inclined front and 1,331 por ions extend? b in the directicn'of travel of the train or ia-rallol with rlation to the tracks. Each end of the enga 'ng member is bifurcate l, as shown at 131, the bifurcations flaring toward the free ends and bottom edges of the furcations and divided hv a central portion 133 having inclined bottom walls 134-, tapering toward the center and bottom ed of the engaging member. The opposed faces of the furcations communicating with the is formed for engage instance shown other side of the MW teeth 151 2), in the 1' traversing the center of the 1g member at right angles to the lengths thereof, but the essen tial feature is t aid faces are provided with reccivin ces for a purpose to be hereinafter n v nrvlc apparent. ht

w on the er 5 member either side of the pivot 137 tirough aperture-d lugs 1 59, as by means of links 1&0. In this manner, the rocking of the engaging member of the valve-throwing device, will res ilt ii the turning of the shaft 1?? through the instrument it of the cross arni 138, thus to rotate the cam 130 depending upon the direction of travel of the train and the will serve to unseat the valve 125 by depressing the stern thereof for the surpose of opening the valve 118 and en hausting the pipes 19 and 523 of air to close the tnrottle valve and apply the brakes, as heretofore described. The purpose of disposing the opposite portions the engaging member of the valve-throwing novice or slanting the sazne, is to permit the sameto pass sn w without operating the valve, and especially where the snow gets under the tread boards at crossing and acts to pry up the or to cause the boards to swell. The shaft 127 is held against shifting longitudinally by 'ani nuts 141-1, secured thereto on opposite sides of the valve casing as shown in ii of the drawings.

Although the engaging member of the valve-throwing device is constructed so that accidental throwing thereof is obviated and to overcome the serious objections to devices heretofore provided for applying the brakes of a train by exhausting the train line, means are provided for special co-action with said valve-throwing device to apply the brakes and close the throttle valve to cut off the supply of steam to the cylinders adjacent to the usual home signals and which are cooperative with the latter, so as to be in position to trip the valve-operating device by contact with the engaging member thereof, so that if the signal set at danger, the engineer niav not pass the signal by inadvertence, accident or mistake or purposelv do so. is shown in Fig. 52 of the drawings, the 19/? as described GXtBIlCS to opposite ends of the sill and at each end is provided with an engaging member, forinin a part of the valvethrowing device, so that the YJLYC may be turned from either side of the roadbcd and the de- Vice adapted to an equipment suitable for a iii single track line where the trains travel in either direction. Means are also provided for contact with the engaging member at various intervals between the home and distance signals for operating the valve-throwing device to meet with various requirements and exigencies brought about by tra-fiic conditions or conditions of the tracks, as well as to provide for the setting of signals to warn an approaching trainman or engineer as to the conditions existing in advance of his train, or in any of the various blocks, into which every well regulated road is divided.

Having thus described my invention, what I claim as new and desire to secure by Letters Patent is 1. The combination of a train including a locomotive having a throttle valve, alever for operating the same, an air brake system for the train including air supply means carried by the locomotive, a pneumatically operated device associated with the air brake system and the throttle lever, an auxiliary train line pipe associated with the air brake system and extending to the pilot of the locomotive, an exhaust valve associated with said pipe, and a valve throwing device for the valve adapted to cooperate with a tripping device along a track, said valve throwing device embodying a shaft associated with the valve, engaging members having inclined bifurcated portions, said engaging members being pivotally 'mouuted and operatively connected to the shaft for rotating the same in opposite directions to operate the valve upon engage-- lishing communication between said train line pipe and the auxiliary train line pipe for cutting oil the same, a trip valve associated with the auxiliary train line pipe for exhausting the air therefrom, a valve communicating with the auxiliary train line pipe, said first mentioned valve also communicating therewith and adapted upon the reduction of pressure in the auxiliary train line pipe to cause the operation of the piston to movethe controlling lever to an inoperative position and permit the escape of air from the train line pipe for applying the brakes.

3. An automatic power cut-off and braktion to be tripped in passing an obstruction,

a cylinder, a pair of pistons working in the cylinder and operatively connected to the lever and latch mechanism respectively, and valves communicating with the cylinder, train line and exhaust pipe for initially releasing the latching mechanism'and operating the lever to out off the throttle valve and permitting the escape of air from the train pipe'upon the opening of said" exhaust valve to simultaneously apply the brakes.

a. An automatic power cut-ofi' and'bral; ing device for trains, comprising the com-' bination with a locomotive having engine cylinders, a throttle valve controlling" the supply of steam to the cylinders anda lever for operating said throttle valve, said lever having a latch mechanism; of a train line pipe supplied with air under pressure, a

valved exhaust pipe leading therefrom and having an exhaust valve disposed in position to be tripped in passing an obstruction, a cylinder, a pair of pistons working in the cylinder and operatively connected to the lever and latch mechanism respectively, valves communicating with the cyl inder, train line and exhaust pipe for initially releasing the latching mechanism and operating the lever to cut ofi' the throttle valve and permitting the escape of air from the train pipe upon the opening of said' exhaust valve to simultaneously apply the brakes, and means for returning said'pistons to their initial positions, said latch mechanism having an operating handle connected thereto to permit disengagement of the latch moving the handle by one of the pistons whereby injury to the operator is prevented.

5. An automatic power cut-ofi' and'brak ing device for trains, comprising the com? bination with a locomotive havingengine cylinders, a throttle valve controlling the supply of steam to the cylinders and a lever for operating said throttle valve, said lever having a latch mechanism; of a train line pipe supplied with air under pressure, a

valved exhaust pipe leading therefrom and having an exhaust valve disposed in position to be tripped in passing an obstruction,

a cylinder, a pair of pistons working in the cylinder and operatively connected to the lever and latching mechanism respectively-,1 tandem valves having casings associated with the cylinder, said valves being under train line pressure at one end and under exhaust pipe pressure at the other end, means establishing communication between one valve casing behind each of said pistons and adapted upon the exhaust of air by opening of the exhaust valve to permit movement of said valves whereby air under pressure will escape to successively operate said pistons for successively releasing the latch and moving the throttle lever to close the throttle valve, means permitting the exhaust of air from said casing when the valves are in their initial positions, means to return said valves and pistons to their initial positions and means establishing communication between the other valves and the train line pipe to permit the exhaust of air from the train line pipe for applying the brakes upon the shifting of said valves.

6. An automatic power cut-0E and braking device for trains, comprising the combination with a locomotive having engine cylinders, a throttle valve controlling the supply of steam to the cylinders and a lever for operating said throttle valve, said lever having a latch mechanism; of a train line pipe supplied with air under pressure, a valved exhaust pipe leading therefrom and having an exhaust valve disposed in position to be tripped in passing an obstruction, a cylinder, a pair of pistons working in the cylinder and operatively connected to the lever and latch mechanism respectively, tandem valves having casings associated with the cylinder, said valves being under train line pressure at one end and under exhaust pipe pressure at the other end, means establishing communication between one valve casing behind each of said pistons and adapted upon the exhaust of air by opening of the exhaust valve to permit movement of said valves whereby air under pressure will escape to successively operate said pistons for successively releasing the latch and moving the throttle lever to close the throttle valve, means permitting the exhaust of air from said casing when the valves are in their initial positions, means to return said valves and pistons to their initial positions, means establishing communication between the train line pipe and the other valve casing between certain portions of the tandem valves thereof to normally prevent the escape of air from said train line pipe and an exhaust valve moved into communication with the train line pipe on the shifting of the last mentioned valve to permit the escape of air therefrom up to a predetermined pressure whereby the air in the train line pipe is conserved.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

JOHN F. MCCOY.

Witnesses:

JOHN E. BURCH, PHILIP D. Romans.

Copies of this patent may be obtained for five cents each, by addressing the "Commissioner of Patents, Washington, D. G. 

